Overtaking assistance in-vehicle device and operation management system

Abstract

To provide an overtaking support on-board device and an operation management system capable of providing information useful for appropriate assessment of situation for overtaking driving operation when a driver of an own vehicle such as a truck attempts to overtake a low-speed preceding vehicle.SOLUTION: An overtaking support on-board device includes a control unit for detecting and monitoring positional relations and relative distances of other vehicles ahead and behind by using three-dimensional sensors mounted on an own vehicle. The control unit calculates an expected waiting time (T1) in a first state in which the own vehicle overtakes the other vehicle ahead, after the other vehicle behind overtakes the other vehicle ahead, and calculates expected time difference (T2) given to an arrival time of the own vehicle by a difference between the first state and a second state in which the own vehicle overtakes the other vehicle ahead before the other vehicle behind, and notifies, by an expected time difference information notification unit, a driver of the calculated expected time difference to support driving.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to an overtaking support vehicle-mounted device and an operation management system.

Background Art

[0002] For example, the vehicle guidance device of Patent Document 1 discloses a technique for stably overtaking a preceding vehicle while determining the running state of the preceding vehicle. Further, it also discloses a collision avoidance determination means for determining whether there is a risk of collision of the host vehicle and a steering command means for sending a start command to the steering control device when a collision avoidance is determined.

[0003] In addition, the travel control system of Patent Document 2 discloses a technique for automatically executing overtaking of a preceding vehicle without causing surprise or discomfort to the driver of the host vehicle or vehicles around the host vehicle. Further, the overtaking permission determination means disclosed in Patent Document 2 determines whether or not it is possible for the host vehicle to overtake the preceding vehicle. For example, when there is a traffic signal or an intersection within a predetermined distance range ahead (for example, 500 meters), when there is another preceding vehicle in the overtaking route, or when there is a following vehicle trying to enter the overtaking route, it is determined that it is impossible for the host vehicle to overtake the preceding vehicle.

[0004] In addition, the vehicle driving support device of Patent Document 3 discloses a technique for accurately determining whether to continue or interrupt overtaking control based on the relationship between the preceding vehicle and the host vehicle when overtaking a preceding vehicle with a long vehicle length. Specifically, when the host vehicle A changes lanes to overtake the preceding vehicle B, the driving support control unit obtains the vehicle speed Vb and the vehicle length Lb of the preceding vehicle B based on an image captured by an in-vehicle camera, and obtains the required overtaking time toj required for overtaking from this vehicle length Lb and the difference between the restricted speed and the preceding vehicle speed Vb. This required overtaking time toj is compared with the interruption determination threshold time Tto. If the required overtaking time toj exceeds the interruption determination threshold time Tto, it is determined that the vehicle length Lb of the preceding vehicle B is long and overtaking is difficult, the interruption determination flag F is set, the overtaking control is interrupted, and then a lane return deceleration control for returning behind the preceding vehicle B is executed. [Prior art documents] [Patent Documents]

[0005] [Patent Document 1] Japanese Patent Publication No. 2002-92795 [Patent Document 2] Japanese Patent Publication No. 2009-248892 [Patent Document 3] Japanese Patent Publication No. 2016-14970 [Overview of the Initiative] [Problems that the invention aims to solve]

[0006] For example, on roads with multiple lanes, such as highways, there are many opportunities for overtaking between multiple vehicles. For instance, a following vehicle traveling at a relatively high speed will move from the driving lane to the overtaking lane and overtake a preceding vehicle traveling at a relatively slower speed when it approaches it.

[0007] Furthermore, under traffic laws, trucks are only allowed to travel at a speed of 80 km / h on expressways, meaning their speed is lower than that of other vehicles. Consequently, other vehicles typically have more opportunities to overtake trucks. However, since each driver has a different preferred speed, overtaking also frequently occurs between multiple trucks.

[0008] In reality, truck drivers tend to drive their vehicles at a constant speed to avoid delays and maintain a good driving performance rating. As a result, even when catching up to a vehicle traveling slightly slower than their own, drivers often maneuver their vehicles to overtake the preceding vehicle in order to maintain their desired speed. However, because trucks are long vehicles and the speed difference between them is small when trucks overtake each other, the time required from the start to the end of the overtake becomes long.

[0009] On the other hand, when trucks are overtaking each other, if a following vehicle traveling at a faster speed appears, all lanes ahead of the following vehicle are blocked by the overtaking truck. As a result, the following vehicle must slow down and wait until the truck has finished overtaking. Consequently, multiple following vehicles end up driving closely together behind the truck, causing inconvenience to other vehicles. Furthermore, such inconvenient overtaking could potentially provoke dangerous situations such as aggressive driving by the following vehicle.

[0010] When a truck driver attempts to overtake a vehicle in front, if they notice a vehicle behind them, they can avoid causing inconvenience to other vehicles by waiting for the following vehicle to pass before beginning their own overtake. However, in this case, the truck driver must slow down to the same speed as the vehicle in front once they catch up.

[0011] Such deceleration maneuvers can be stressful for truck drivers. That is, truck drivers have to consider the possibility of delays in arrival at their destination due to deceleration, and the possibility of their driving performance being negatively affected by the reduced speed. As a result, more truck drivers are opting to overtake vehicles without slowing down, leading to situations that inconvenience other vehicles.

[0012] However, in reality, the difference in speed between trucks is often small. When two similar trucks approach each other due to differences in speed, even if the trailing truck temporarily slows down to the speed of the leading truck, the change in the time it takes for the trailing truck to reach its destination is negligible. Therefore, a change in speed due to deceleration (for example, around 1 km / h) does not affect the driver's driving evaluation.

[0013] However, truck drivers often have difficulty accurately recognizing that temporary deceleration has little impact on arrival time, or that it does not affect their own driving performance evaluation. As a result, it is likely that the situation where truck drivers feel stressed by deceleration or engage in overtaking maneuvers that inconvenience other vehicles will not improve.

[0014] The present invention has been made in view of the above circumstances, and its purpose is to provide an in-vehicle overtaking support device and an operation management system that can provide information useful for making appropriate situational judgments for overtaking driving operations when the driver of the vehicle, such as a truck, is attempting to overtake a preceding vehicle. [Means for solving the problem]

[0015] The above objective according to the present invention is achieved by the following configuration. (1) A vehicle detection unit mounted on the vehicle that can detect the positional relationship and relative distance between the vehicle and other vehicles in its vicinity, A control unit generates support information to assist the vehicle in overtaking, based on the detection state of the other vehicle detection unit, in a situation where a first other vehicle is present in front of the vehicle and a second other vehicle is present behind the vehicle. An information notification unit that notifies the driver of the support information generated by the control unit, Equipped with, The control unit calculates an expected waiting time assumed in a first state when the host vehicle overtakes the first other vehicle after the second other vehicle has at least overtaken the host vehicle, and calculates an expected time difference that the difference between the second state where the host vehicle overtakes the first other vehicle earlier than the second other vehicle and the first state has on the arrival time of the host vehicle, and gives the expected time difference to the information notification unit as the assistance information. Overtaking assistance in-vehicle device.

[0016] The overtaking assistance in-vehicle device described above, and A server that acquires and manages data from the overtaking assistance in-vehicle device, and An administrator terminal that manages a driver's driving situation based on data stored in the server, and An operation management system including the same.

Effect of the Invention

[0017] The overtaking assistance in-vehicle device of the present invention can provide information useful for appropriate situation judgment for an overtaking driving operation when a driver of a host vehicle such as a truck attempts to overtake a preceding vehicle. Further, the operation management system of the present invention can more accurately grasp the driving situation of the driver by utilizing the functions of the overtaking assistance in-vehicle device.

[0018] The present invention has been briefly described above. Further, the details of the present invention will be further clarified by thoroughly reading the following embodiments for carrying out the invention (hereinafter referred to as "embodiments") with reference to the accompanying drawings.

Brief Description of the Drawings

[0019] [Figure 1] FIG. 1 is a plan view showing a representative example of a traveling pattern of a plurality of vehicles on a road. [Figure 2] FIG. 2 is a block diagram showing an example of the hardware configuration of an in-vehicle device according to an embodiment of the present invention. [Figure 3] FIG. 3 is a block diagram showing main functions in the control unit. [Figure 4]FIG. 4 is a plan view showing an example of the states of a plurality of vehicles on a road. [Figure 5] FIG. 5 is a flowchart showing an example of the operation of an in-vehicle device. [Figure 6] FIG. 6 is a block diagram showing a configuration example of an operation management system according to an embodiment of the present invention.

Mode for Carrying Out the Invention

[0020] Specific embodiments of the present invention will be described below with reference to the respective figures.

[0021] <Specific example of a situation where overtaking between trucks occurs> Representative examples of the driving patterns P0 to P3 of a plurality of vehicles on road 10 are shown in FIG. 1. FIG. 1 shows the arrangement state of each vehicle on road 10 as a plan view.

[0022] Each driving pattern P0 to P3 in FIG. 1 represents a situation where the host vehicle OV, the preceding vehicle PV, and three following vehicles FV1, FV2, and FV3 are traveling on road 10 in the same traveling direction A1. Here, the host vehicle OV and the preceding vehicle PV are trucks, and the following vehicles FV1 to FV3 are ordinary vehicles.

[0023] The driving pattern P0 in FIG. 1 assumes a case where the traveling speed of the host vehicle OV traveling in the same lane 10a is slightly faster than that of the preceding vehicle PV. Therefore, if the host vehicle OV continues to travel while maintaining a constant traveling speed, the inter-vehicle distance between the host vehicle OV and the preceding vehicle PV will gradually decrease. Therefore, it is assumed that the driver of the host vehicle OV operates the vehicle to move the host vehicle OV from the left lane 10a to the right lane 10b and transition to the state of the driving pattern P1 to overtake the preceding vehicle PV.

[0024] However, since regular vehicles travel at a higher speed than trucks, if there are vehicles FV1-FV3 in the right lane 10b behind vehicle OV, the vehicles FV1-FV3 will approach and travel alongside vehicle OV, as in driving pattern P1. Here, because the length of vehicle OV and the preceding vehicle PV are long, and the relative speed difference during overtaking is small, the time required from the start to the end of the overtaking is relatively long.

[0025] At this time, since the speed of vehicle OV is relatively low, the following vehicles FV1 to FV3 will each slow down to match the speed of vehicle OV after catching up to it, and will continue to travel at a low speed until vehicle OV has finished overtaking. In other words, the overtaking of vehicle OV as shown in driving pattern P1 causes a decrease in the speed of the following vehicles FV1 to FV3 in lane 10b, making congestion more likely.

[0026] On the other hand, if the driver of vehicle OV decides to prioritize the movement of the following vehicles FV1 to FV3 while in driving pattern P0, the driver of vehicle OV will drive vehicle OV in such a way that it transitions from driving pattern P1 to driving pattern P2 and then to driving pattern P3.

[0027] In other words, even when vehicle OV approaches the preceding vehicle PV, it does not change lanes but slows down, maintaining a constant distance from the preceding vehicle PV as in driving pattern P2. As a result, the following vehicles FV1-FV3, which are traveling at a higher speed, will travel in the right lane 10b and overtake vehicle OV as in driving pattern P2.

[0028] After the following vehicles FV1-FV3 have overtaken vehicle OV, the driver of vehicle OV can move vehicle OV to the right lane 10b as in driving pattern P3, follow behind vehicles FV1-FV3, return to their pre-deceleration speed, and overtake the preceding vehicle PV. By driving in a manner that prioritizes the driving of the following vehicles FV1-FV3, as in driving patterns P2 and P3, the driver of vehicle OV can avoid causing inconvenience by overtaking.

[0029] However, if the driver of the vehicle OV decides to select driving pattern P2, the vehicle OV must be temporarily decelerated until the overtaking of the following vehicles FV1-FV3 is complete. Truck drivers often try to maintain a constant speed as much as possible on highways and other roads. In other words, many truck drivers may believe that by reducing driving operations such as deceleration, they can avoid delays in arriving at their destination and also avoid a decline in their manager's evaluation of their driving skills. Therefore, drivers are more likely to prioritize selecting driving pattern P1 over driving pattern P2 in order to avoid having to decelerate their vehicle OV.

[0030] On the other hand, it is assumed that the choice of driving pattern P1 or P2 during overtaking will not have a significant impact on the truck driver in practice. For example, if the truck driver's own vehicle (OV) and the preceding vehicle (PV) are similar trucks, the difference in normal driving speed between the truck driver's own vehicle (OV) and the preceding vehicle (PV) is about 1 km / h. Therefore, the delay in arrival time at the destination caused by the temporary deceleration of the truck driver's own vehicle (OV) when driving pattern P2 is chosen will be minimal.

[0031] Therefore, when trucks overtake each other, encouraging truck drivers to prioritize the selection of driving pattern P2 can create a safe driving environment that reduces stress for drivers of their own vehicle and other vehicles in the vicinity. The overtaking support in-vehicle device according to an embodiment of the present invention can assist truck drivers in their driving operations to prioritize the selection of driving pattern P2, as described later. Specifically, it can notify the driver that the expected difference in arrival time due to the difference in driving patterns is very small.

[0032] <Example of in-vehicle device hardware configuration> Figure 2 shows an example of the hardware configuration of an in-vehicle unit 20 according to an embodiment of the present invention. This in-vehicle unit 20 is equipped with the functions of the overtaking assistance in-vehicle unit of the present invention.

[0033] The in-vehicle unit 20 is mainly installed in vehicles such as trucks. For example, the overtaking support in-vehicle unit of the present invention can be realized by adding special functions, such as dedicated application software, to existing in-vehicle units such as digital tachographs or general in-vehicle units such as drive recorders.

[0034] The in-vehicle unit 20 shown in Figure 2 comprises a control unit 20a, an IF unit 20b, a vehicle speed detection unit 20c, a GPS receiver 20d, a display unit 20e, an operation unit 20f, an RTC 20g, a non-volatile memory 20h, a volatile memory 20i, a memory card IF 20j, a memory card 20k, a wireless communication unit 20m, an audio signal generation unit 20n, and a speaker 20o.

[0035] The control unit 20a is composed of an electronic circuit mainly consisting of a microcomputer, and by executing a pre-installed program, it performs various controls to realize the functions required of the in-vehicle device 11.

[0036] The IF (interface) section 20b is an interface for connecting the LiDAR (Light Detection and Ranging) units 21F and 21R with the control unit 20a. In this embodiment, two LiDAR units 21F and 21R are connected to the input of the IF unit 20b. One LiDAR unit 21F is positioned in front of the driver's seat of the vehicle and can detect objects such as other vehicles on the road ahead in the direction of travel. The other LiDAR unit 21R is positioned behind the driver's seat of the vehicle and can detect objects such as other vehicles on the road behind in the direction of travel.

[0037] In this embodiment, two LiDAR units 21F and 21R are used, but other 3D sensors such as a stereo camera may also be used. The number of 3D sensors used can be increased as needed.

[0038] Each LiDAR unit 21F and 21R incorporates a light source capable of emitting laser light and a detector capable of detecting reflected and scattered light. In other words, the LiDAR units 21F and 21R irradiate the three-dimensional space of the subject with laser light, and by detecting the reflected and scattered light with the detector, they can measure the distance and shape to other objects in the vicinity, such as other vehicles.

[0039] The vehicle speed detection unit 20c receives the vehicle speed pulse signal output from the vehicle and converts it into a signal suitable for vehicle speed detection processing in the control unit 20a. The GPS (Global Positioning System) receiver 20d can receive radio waves from multiple GPS satellites and calculate the latitude / longitude representing the vehicle's current position based on the time of the received signals.

[0040] The display unit 20e is positioned in a location easily visible to the driver and has the capability to display information such as guidance, numerical values, and time necessary for the driver's input operations. The control unit 20f is positioned in a location easily accessible to the driver and has numerous buttons that can receive input from the driver.

[0041] The RTC (Real Time Clock) 20g is composed of semiconductor integrated circuits (ICs) and has a clock function for generating information on the current date, day of the week, and time (hours, minutes, seconds), as well as for measuring time.

[0042] The non-volatile memory 20h holds programs that the computer of the control unit 20a can execute, which are necessary to realize the various functions of the in-vehicle device 20, as well as various vehicle-specific constant data. This constant data includes information representing the overall length of the vehicle's body. In addition, various data that needs to be saved can be written to and registered in the non-volatile memory 20h.

[0043] The volatile memory 20i is used to temporarily hold various data generated by the control unit 20a during operation. The memory card IF20j has a card slot that can detachably hold the memory card 20k, and the memory card 20k can be connected to the microcomputer of the control unit 20a.

[0044] The memory card 20k has built-in non-volatile memory and can register and store information such as information identifying the driver operating the vehicle, information identifying the vehicle, operation record data generated by the in-vehicle device 20, and the type of trigger that occurred for each event.

[0045] The 20m wireless communication unit has wireless communication capabilities that support communication standards such as LTE (Long Term Evolution), and can establish a wireless communication link between the vehicle and a wireless base station provided by a mobile communication carrier or the like.

[0046] The audio signal generation unit 20n can generate various audio signals necessary to assist the driver in driving, in accordance with the instructions of the control unit 20a. The speaker 20o can reproduce the audio signals generated by the audio signal generation unit 20n and output them as sound.

[0047] <Main functions of the control unit> Figure 3 shows the main functions of the control unit 20a of the in-vehicle unit 20. Figure 4 shows an example of the state of multiple vehicles on the road.

[0048] As shown in Figure 3, the control unit 20a has a preceding vehicle detection function 22F, a rear vehicle detection function 22R, a vehicle length holding unit 23, a waiting time calculation function 24, an overtaking time difference calculation function 25, and an overtaking support control function 26.

[0049] The preceding vehicle detection function 22F detects a preceding vehicle PV traveling ahead of the vehicle OV in the same lane using the LiDAR unit 21F, for example, in a situation as shown in Figure 4. Furthermore, it determines the distance L3 between the vehicle OV and the preceding vehicle PV, and the speed difference (v1-v3) between the vehicle speed v1 of the vehicle OV and the vehicle speed v3 of the preceding vehicle PV.

[0050] The rear vehicle detection function 22R detects a rear vehicle FV1 traveling to the right rear of the vehicle OV using the LiDAR unit 21R, for example, in a situation as shown in Figure 4. If there are multiple rear vehicles, the number n of detected rear vehicles is determined. Furthermore, the rear distance L2 between the vehicle OV and the rear vehicle FV1, and the speed difference (v2-v1) between the vehicle speed v1 of the vehicle OV and the vehicle speed v2 of the rear vehicle FV1 are determined.

[0051] The vehicle length holding unit 23 has data in advance that represents the vehicle length (vehicle length L1) unique to the vehicle OV. The waiting time calculation function 24 calculates the estimated waiting time T1 required for the vehicle OV to transition from the situation of driving pattern P0 to the situation of driving pattern P2 and then to driving pattern P3, as shown in Figure 1. This estimated waiting time T1 is an estimated value.

[0052] The overtaking time difference calculation function 25 calculates the overtaking time difference T2 based on the expected waiting time T1. This overtaking time difference T2 represents an estimated value of the time difference that the difference between selecting a transition from the state of driving pattern P0 to driving pattern P1 and selecting a transition to driving pattern P2, as shown in Figure 1, will have on the time the vehicle OV arrives at its destination.

[0053] The overtaking support control function 26 controls the timing of notifying the driver of support information representing the overtaking time difference T2. The overtaking time difference T2 output by the overtaking support control function 26 is notified to the driver using at least one of the display content of the display unit 20e and the audio output of the speaker 20o.

[0054] <Operation of the in-vehicle device> An example of the operation of the in-vehicle unit 20 is shown in Figure 5. The operation in Figure 5 is realized by the control of the control unit 20a. The operation shown in Figure 5 will be explained below.

[0055] When the vehicle's ignition (IGN) is turned on, the control unit 20a starts the operation shown in Figure 5. The control unit 20a monitors the state of the vehicle speed pulse input to the vehicle speed detection unit 20c to determine the current vehicle speed. Then, in S11, it identifies whether the vehicle speed is above a predetermined threshold and whether that state has continued for a certain period of time or longer. If these conditions are met, the control unit 20a proceeds from S11 to the processing in S12 and beyond.

[0056] The vehicle speed check in S11 is performed to confirm whether the vehicle is traveling on a relatively wide road where lane changes may occur. The threshold for S11 will be determined appropriately, taking into account the difference in the number of lanes on road 10 and the type of road (such as the amount of pedestrian traffic). For example, a threshold of around 40 km / h will be used for a two-lane road with heavy pedestrian traffic.

[0057] In S12, the control unit 20a identifies whether or not a preceding vehicle PV is detected by the preceding vehicle detection function 22F, and if a preceding vehicle PV is present, it proceeds to the process in S13. Then, in S13, the control unit 20a starts measuring the relative speed between its own vehicle OV and the preceding vehicle PV, i.e., the forward speed difference (v1-v3).

[0058] The control unit 20a compares the detected forward speed difference (v1-v3) with a threshold value in S14. If the forward speed difference (v1-v3) is greater than or equal to 0 and less than or equal to the threshold, the process proceeds from S14 to S20. The comparison in S14 is performed to confirm whether the distance between the local vehicle OV and the preceding vehicle PV is decreasing and whether the local vehicle OV is moving at a higher speed. If the forward speed difference (v1-v3) is very small, the process returns to S12 and does not proceed to S20.

[0059] Meanwhile, the rear vehicle detection function 22R of the control unit 20a identifies in S15 whether or not there is a rear vehicle FV1, etc. behind the vehicle OV on the overtaking lane (lane 10b). If a rear vehicle FV1, etc. is detected, the number of rear vehicles n is determined in S16. For example, if rear vehicles FV1, FV2, and FV3 are traveling in a line on the right lane 10b as shown in Figure 1, the number of rear vehicles n is detected to be "3".

[0060] Furthermore, the rear vehicle detection function 22R of the control unit 20a starts measuring the relative speed between the leading rear vehicle FV1 and the vehicle OV, i.e., the rear speed difference (v2-v1), in S17. In S18, the control unit 20a compares the detected rear speed difference (v2-v1) with a threshold value. This determines whether the driving speed v2 of the rear vehicle FV1 is faster than the driving speed v1 of the own vehicle OV. If this condition is met, the process proceeds from S18 to S19; otherwise, it returns to the process in S12.

[0061] The standby time calculation function 24 of the control unit 20a calculates the expected standby time T1 in S19 based on the following calculation formula (1). T1=(L1+L2·n+L3) / (v2-v1) ···(1) L1: Vehicle commander L2: Rear following distance L3: Following distance (distance after the vehicle behind has passed) n: Number of vehicles behind

[0062] Furthermore, if the distances between multiple following vehicles FV1 to FV3 can be accurately measured, a more accurate predicted waiting time T1 can be calculated using a different formula than the above formula (1). Also, the forward distance L3 in the above formula (1) is an estimated value that is expected in advance before the vehicle OV begins to overtake, but for example, this forward distance L3 may be replaced with a predetermined constant, or it may be set to the same value as the rear distance L2.

[0063] Meanwhile, the overtaking time difference calculation function 25 of the control unit 20a uses the expected waiting time T1 obtained in S19 to calculate the overtaking time difference T2 in S20 based on the following calculation formula (2). T2 = (T1(v1-v3)) / v1 ... (2) v1: Current vehicle speed of your own vehicle OV v1-v3: forward speed difference

[0064] This overtaking time difference T2 represents the time difference that the difference in driving patterns has on the arrival time of the vehicle OV at its destination. In other words, when the vehicle OV overtakes the preceding vehicle PV directly, as in driving pattern P1 in Figure 1, and when the vehicle OV slows down and waits until the following vehicles FV1-FV3 etc. pass, as in driving pattern P2, before overtaking the preceding vehicle PV, as in driving pattern P3, a change in arrival time of the overtaking time difference T2 is expected.

[0065] The overtaking support control function 26f of the control unit 20a controls the timing of notifying the driver of the overtaking time difference T2 in S21. Specifically, the preceding vehicle detection function 22F detects the distance L3 ahead and compares the distance L3 ahead with a threshold in S21. When the distance L3 ahead falls below the threshold, the process proceeds from S21 to S22.

[0066] Furthermore, the conditions under which the overtaking support control function 26 determines the timing in S21 may include monitoring other than the distance L3 between vehicles ahead. For example, the system may be controlled to proceed from S21 to S22 when the driver activates the turn signal, i.e., when a state is detected in which the vehicle OV is expected to change lanes. Alternatively, the system may be controlled to proceed from S21 to S22 when a state is detected in which the vehicle OV is expected to change lanes based on past statistical performance data of the driver. Here, the statistical performance data of the driver can include data on the vehicle OV's movement speed in the width direction relative to the lane, and data on the steering wheel operation.

[0067] The information on the overtaking time difference T2 output by the overtaking support control function 26 is input to the audio signal generation unit 20n in S22 and notified to the driver as an audio message from the speaker 20o. Various types of audio patterns can be envisioned for the notification to the driver.

[0068] A typical example is when the overtaking time difference T2 is "1 second". Using a voice announcement such as, "Even if you overtake the vehicle in front now, the arrival time difference will be less than 1 second. Drive calmly," can effectively communicate the situation to the driver. Alternatively, along with or instead of voice, a message including the numerical value of the overtaking time difference T2 may be notified to the driver using a display unit 20e or the like.

[0069] <Specific examples of the overtaking time difference T2 to be notified to the driver> Here, we assume the following conditions when calculating the expected waiting time T1. Vehicle length L1:12[m] Vehicle speed v1 of own vehicle OV: 80 [km / h] (= 22.2 [m / s]) The speed of the following vehicle FV1 is v2: 100 [km / h] (= 27.8 [m / s]). Rear distance L2: 50 [m] Front distance L3: 50 [m] Number of vehicles behind: n: 3 [vehicles]

[0070] The expected waiting time T1 is calculated using the following formula. T1 = (12 + 50 × 3 + 50) / (27.8 - 22.2) ≒38 [s: seconds]

[0071] Furthermore, the following conditions are assumed when calculating the overtaking time difference T2. The speed of the preceding vehicle in the PV (v3) is 79 km / h (= 21.9 m / s). Current vehicle speed of my vehicle OV v1: 80 [km / h] (= 22.2 [m / s]) The overtaking time difference T2 is calculated using the following formula. T2 = (38 × (22.2 - 21.9)) / 22.2 ≒0.51 [s: seconds]

[0072] In other words, if the driver of vehicle OV yields the right of way to the following vehicles FV1-FV3 in driving pattern P0, and then, in driving pattern P2, vehicle OV waits before overtaking the preceding vehicle PV, it is necessary to wait for an estimated waiting time T1 of 38 seconds, but the actual impact on arrival time is 0.51 seconds (overtaking time difference T2).

[0073] A typical truck driver might assume that selecting driving pattern P2 in past driving experiences would significantly impact the scheduled operation of their vehicle OV, for example, by requiring a waiting time of 38 seconds (expected waiting time T1). Therefore, by notifying the driver of their vehicle OV that the actual change in arrival time is only 0.51 seconds, the onboard device 20 can change this perception and encourage the driver to select driving pattern P2, which does not inconvenience following vehicles FV1-FV3, etc.

[0074] <Example of a traffic management system configuration> Figure 6 shows an example of the configuration of the operation management system 100 in an embodiment of the present invention. The operation management system 100 shown in Figure 6 includes an on-board unit 20 installed in each vehicle (vehicle OV) managed by the transportation company, a server 30, and an office PC (personal computer) 41 located in the transportation company's office 40. The on-board unit 20 is equipped with the functions of the overtaking support on-board unit described above.

[0075] The on-board unit 20, like a typical tachograph, can transmit operational performance information such as vehicle position information and vehicle speed information, which represent the vehicle's operating status at each point in time. In addition, the on-board unit 20 shown in Figure 6 can also transmit event information when the driver is notified of the overtaking time difference T2 through the processing in S22 in Figure 5. This event information includes information indicating whether the driver waited for a time equivalent to the expected waiting time T1 before overtaking, as well as information such as the expected waiting time T1, the overtaking time difference T2, location information, time, and driver ID.

[0076] The operational performance information and event information transmitted by the in-vehicle unit 20 are input to the server 30 via wireless communication through a designated public communication line and communication network 45. The server 30 of the operation management system 100 is equipped with the following functions: a communication unit 31, a vehicle / driver management unit 32, an operation record DB (database) 33, an overtaking event detection unit 34, an office PC management unit 35, and a daily report creation unit 36.

[0077] The communication unit 31 provides the function of performing data communication between the in-vehicle devices 20 installed in each vehicle and the server 30 via the communication network 45. The communication unit 31 also provides the function of performing data communication between the office PC management unit 35 and the server 30 via the communication network 45.

[0078] The Vehicle and Driver Management Unit 32 has the function of sequentially acquiring operational data representing the real-time operational status of each vehicle, along with the vehicle ID and driver ID, from each onboard device 20 while each vehicle is in operation. The operational data acquired by the Vehicle and Driver Management Unit 32 also includes information representing overtaking events of its own vehicle OV.

[0079] The operation record DB33 stores operation data acquired by the vehicle and driver management unit 32, distinguishing it by driver, and generates operation performance data for each driver. The overtaking event detection unit 34 extracts overtaking event data from the operation data acquired by the vehicle / driver management unit 32 from the in-vehicle device 20 and creates overtaking performance information that can be used for driver evaluation. Specifically, when an event occurs in which the in-vehicle device 20 notifies the driver of an overtaking time difference T2, the unit creates overtaking performance information that includes data indicating whether or not the driver overtook the preceding vehicle PV after waiting for the expected waiting time T1, data of the expected waiting time T1, the overtaking time difference T2, etc., and the ID of the driver in question, the date and time, vehicle position, etc. This overtaking performance information is also registered and stored in the operation record DB 33.

[0080] The daily report creation unit 36, for example, when each managed vehicle has finished its daily operations and returned to the depot, aggregates the performance data recorded in the operation record DB 33 and creates a daily report mainly consisting of the daily operation performance of each driver. This daily report also includes overtaking performance information generated by the overtaking event detection unit 34.

[0081] The office PC management unit 35 manages the access of office PCs 41 to the server 30. The office PC management unit 35 can send various information known to the server 30 to the office PCs 41 in response to requests from the office PCs 41. For example, real-time operation data acquired by the vehicle / driver management unit 32 from the in-vehicle devices 20 of each vehicle, driver performance data held by the operation record DB 33, and driver daily report data generated by the daily report creation unit 36 ​​are sent from the office PC management unit 35 to the office PCs 41.

[0082] Therefore, by connecting the office PC 41 to the server 30, the transportation company manager can grasp the operational status of each vehicle in real time, such as its current location and speed, and obtain data such as daily reports showing the operational performance of each driver. The overtaking performance information included in these daily reports can be used as one of the evaluation items for each driver's driving performance.

[0083] For example, when the in-vehicle device 20 notifies the driver of the overtaking time difference T2, if there is actual data showing that the driver overtook the preceding vehicle PV after waiting for an estimated waiting time T1, it is appropriate to take steps to improve the driver's driving evaluation. Conversely, when the in-vehicle device 20 notifies the driver of the overtaking time difference T2, if there is actual data showing that the driver overtook the preceding vehicle PV before waiting for an estimated waiting time T1, it is appropriate to take steps to improve the driver's driving evaluation.

[0084] As described above, the in-vehicle device 20 according to this embodiment can automatically notify the driver of support information, including the overtaking time difference T2, to select driving pattern P2 in a situation like the driving pattern P0 in Figure 1. As a result, the driver of the vehicle OV can correctly recognize that driving in the manner of driving pattern P1 is meaningless (the arrival time will hardly change), and can operate the vehicle OV in the manner of driving pattern P2 based on their own correct judgment. This can suppress the occurrence of situations like driving pattern P1, where a low-speed vehicle such as a truck occupies multiple lanes of the road, blocking the path of following high-speed vehicles. Therefore, it can contribute to the realization of a safe driving environment that is less stressful for the driver of the vehicle OV and the drivers of surrounding vehicles.

[0085] Furthermore, when using the operation management system 100, which includes this in-vehicle device 20, the transportation company's manager can know whether each driver performed appropriate driving maneuvers when overtaking a preceding vehicle PV. This information on overtaking events can also be used to more accurately evaluate each driver's driving performance.

[0086] Furthermore, the present invention is not limited to the embodiments described above, and can be modified, improved, etc., as appropriate. In addition, the material, shape, dimensions, number, placement, etc. of each component in the embodiments described above are arbitrary and not limited, as long as they can achieve the present invention.

[0087] For example, the above-mentioned in-vehicle unit 20 is designed to assist the driver's decision-making in situations such as when the vehicle OV overtakes a preceding vehicle PV on a normal road with multiple lanes, as shown in Figure 1. However, similar functions can be used to support the driver's decision-making in other road conditions as well. For instance, if there is another vehicle approaching from behind just before a point where multiple lanes merge on a road, the in-vehicle unit 20 can provide a notification to help the driver decide whether to wait for the other vehicle to pass before entering the merging point, or to enter the merging point before the other vehicle passes. Furthermore, the operational data generated by the in-vehicle unit 20 may be transferred to the office PC 41 using the memory card 20k without using wireless communication.

[0088] Herein, the features of the overtaking support in-vehicle device and the operation management system according to the embodiments of the present invention described above are briefly summarized and listed below in [1] to [5]. [1] A vehicle detection unit (LiDAR unit 21F, 21R, preceding vehicle detection function 22F, rear vehicle detection function 22R) mounted on the vehicle and capable of detecting the positional relationship and relative distance between the vehicle and other vehicles in its vicinity, A control unit (20a) generates support information to assist the vehicle in overtaking when a first other vehicle (leading vehicle PV) is present in front of the vehicle and a second other vehicle (rear vehicle FV1) is present behind the vehicle, based on the detection state of the other vehicle detection unit, The control unit generates support information which is then communicated to the driver by an information notification unit (voice signal generation unit 20n, display unit 20e), Equipped with, The control unit calculates the expected waiting time (T1) in the first state when the vehicle overtakes the first vehicle at least after the second vehicle has overtaken the vehicle itself (S19), and also calculates the expected time difference (overtaking time difference T2) that the difference between the second state when the vehicle overtakes the first vehicle before the second vehicle and the first state will have on the vehicle's arrival time (S20), and provides the expected time difference to the information notification unit as support information (S22). Overtaking assist in-vehicle device (in-vehicle device 20).

[0089] With the overtaking support in-vehicle device configured as described in [1] above, when the vehicle itself (OV) and the first other vehicle (PV) are low-speed vehicles such as trucks, the driver can be notified that the impact on the change in arrival time will be minimal regardless of whether the overtaking is performed using driving patterns P1 or P2 in Figure 1, thus encouraging the driver to select driving pattern P2. This suppresses the occurrence of situations like driving pattern P1, where a low-speed vehicle such as a truck occupies multiple lanes of the road, blocking the path of high-speed following vehicles. Therefore, it can contribute to realizing a safe driving environment that is less stressful for the driver of the vehicle itself (OV) and the drivers of surrounding vehicles.

[0090] [2] The control unit calculates the expected waiting time (T1) based on the vehicle length of the own vehicle (vehicle length L1), the distance between the own vehicle and the second other vehicle (rear distance L2), the number of vehicles recognized as the second other vehicle (number of rear vehicles n), the distance between the own vehicle and the first other vehicle (forward distance L3), and the speed difference between the own vehicle and the second other vehicle (v2-v1), and calculates the expected time difference (overtaking time difference T2) based on the expected waiting time, the speed difference between the own vehicle and the second other vehicle (v1-v3), and the current vehicle speed of the own vehicle (v1). The overtaking assist in-vehicle device described in [1] above.

[0091] According to the overtaking support in-vehicle device with the configuration described in [2] above, it is possible to estimate with near accuracy the appropriate waiting time (T1) until the second vehicle overtakes the vehicle from behind and the vehicle is in a state where it can safely begin to overtake the first vehicle. Furthermore, based on this waiting time, it is possible to correctly estimate the expected time difference (T2) which represents the difference in arrival times.

[0092] [3] The control unit repeats the process of calculating the predicted time difference (overtaking time difference T2), and monitors the distance between its own vehicle (OV) and the first other vehicle (preceding vehicle PV), and when the distance between vehicles (forward distance L3) falls below a predetermined level (S21), it provides the latest predicted time difference to the information notification unit as support information (S22). The overtaking assist in-vehicle device described in [1] above.

[0093] According to the overtaking support in-vehicle device configured as described in [3] above, information to assist in overtaking can be notified to the driver of the vehicle (OV) at an appropriate time and in an appropriate situation where the driver of the vehicle is likely to overtake the first other vehicle ahead (preceding vehicle PV).

[0094] [4] The overtaking support in-vehicle device (in-vehicle device 20) described in [1] above, A server (30) that acquires and manages data from the aforementioned overtaking support in-vehicle device, An administrator terminal (office PC 41) manages the driver's driving status based on the data stored in the aforementioned server, A traffic management system (100) equipped with the following.

[0095] According to the operational management system configured as described in [4] above, the manager of the transportation company can utilize the overtaking support function of the overtaking support in-vehicle device when managing the driving status of drivers. In other words, when an overtaking event occurs in the managed vehicle, the manager can understand what kind of driving the driver actually performed.

[0096] [5] The overtaking support in-vehicle device generates operational performance data that includes information indicating which of the first state and the second state the driver selected in response to the output event of the support information, The server acquires the operational performance data from the overtaking support in-vehicle device (vehicle / driver management unit 32) and stores it in association with the driver (operation record DB 33). The operation management system described in [4] above.

[0097] According to the operation management system configured as described in [5] above, when an overtaking event occurs, performance information representing the actual driving actions of the driver can be automatically generated and managed. This provides performance information that can be used for appropriate driver performance evaluation. [Explanation of symbols]

[0098] 10 road 10a, 10b lanes 20 Onboard equipment 20a Control Unit 20b IF section 20c Vehicle speed detection unit 20d GPS receiver 20e Display 20f Operation section 20g RTC 20h Non-volatile memory 20i volatile memory 20j Memory Card Interface 20k memory card 20m Wireless Communication Section 20n Audio signal generation unit 20° speaker 21F, 21R LiDAR Unit 22F Preceding Vehicle Detection Function 22R Rear Vehicle Detection Function 23 Own vehicle length holding part 24. Waiting Time Calculation Function 25. Overtaking time difference calculation function 26. Overtaking Assist Control Function 30 servers 31 Communications Department 32. Vehicle and Driver Management Department 33 Operation Record Database 34 Overtaking Event Detection Unit 35 Office PC Management Department 36 Daily Report Creation Department 40 Transportation company office 41 Office PC 45 Communication Networks 100 Operation Management Systems A1 Direction of travel FV1, FV2, FV3 Rear Vehicles L1 Own vehicle commander L2 Rear distance L3 Front distance n Number of vehicles behind OV (Own Vehicle) P0, P1, P2, P3 driving patterns PV Lead vehicle T1 Estimated Waiting Time T2 overtaking time difference v1,v2,v3 Vehicle speed

Claims

1. A vehicle detection unit mounted on the vehicle is capable of detecting the positional relationship and relative distance between the vehicle and other vehicles in its vicinity. A control unit generates support information to assist the vehicle in overtaking, based on the detection state of the other vehicle detection unit, in a situation where a first other vehicle is present in front of the vehicle and a second other vehicle is present behind the vehicle. An information notification unit that notifies the driver of the support information generated by the control unit, Equipped with, The control unit calculates the expected waiting time in the first state when the vehicle overtakes the first vehicle at least after the second vehicle has overtaken the vehicle itself, and calculates the expected time difference that the difference between the second state when the vehicle overtakes the first vehicle before the second vehicle has overtaken the first vehicle and the first state will have on the vehicle's arrival time, and provides the expected time difference as support information to the information notification unit. Overtaking assist device in vehicle.

2. The control unit calculates the expected waiting time based on the length of the vehicle itself, the distance between the vehicle itself and the second other vehicle, the number of vehicles recognized as the second other vehicle, the distance between the vehicle itself and the first other vehicle, and the speed difference between the vehicle itself and the second other vehicle. The control unit then calculates the expected time difference based on the expected waiting time, the speed difference between the vehicle itself and the second other vehicle, and the current speed of the vehicle itself. The overtaking assist in-vehicle device according to claim 1.

3. The control unit repeats the process of calculating the predicted time difference, monitors the distance between its own vehicle and the first other vehicle, and provides the latest predicted time difference to the information notification unit as support information when the distance falls below a predetermined level. The overtaking assist in-vehicle device according to claim 1.

4. The overtaking assist in-vehicle device according to claim 1, A server that acquires and manages data from the aforementioned overtaking support in-vehicle device, An administrator terminal that manages the driver's driving status based on the data stored in the aforementioned server, A traffic management system equipped with the following features.

5. The overtaking support in-vehicle device generates operational performance data that includes information indicating which of the first and second states the driver selected in response to the output event of the support information. The server acquires the operational performance data from the overtaking support in-vehicle device and stores it in association with the driver. The operation management system according to claim 4.

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